Flying machine



' 2,616 A. SARTINI FLYING M E amh 29', 11

Filed Nov. 18, 1925 Fatented Mar. 29, 1927.

UNITED STATES ncnnmn sAn'rmI, or new YORK, n. Y.

PATENT OFFICE.

FLYING MACHINE.

Application filed November 18, 1925. Serial 80.69391.

This invention relates to flying machines of the heavier than air typeand more particularly refers to an aeroplane of a novel and improvedconstruction adapted to start and to land with practically no run andprovided with self balancing means increasing its stability while inflight. The primary objectof this invention is to provide an aeroplaneof a novel and improved design, fitted with vertical and horizontalpropellers, so mounted that their operation is practically free ofreaction due to opposing win or-other surfaces,'so that the aeroplane isa le to quickly leave the ground in an upwardl :inclined direct-iondependent upon the resu tent of the forces exerted by its variouspropellers.

Another object of thislj invention is to so constructthe wings of theaeroplane that their surfaces will materially assist the operation ofthe machine when taking off the ground or landing due to the inclinationassumed by said surfaces, at such periods.

A further object of the invention is to provide in a machine of thecharacter specied, wings of a novel and improved construction, whichwill at all times maintain the stabilit of the machine by automaticallycounter-bu ancing the effects of any change that should occur in theconditions of the-- surrounding medium, whether due to altered speed orto motor trouble, or to air pockets or air currents, or to any causewhich may interfere with the proper operation of the machine. With theseand other objects in view as will more fully appear as the dcscriptionproceeds, this invention, furthermore,' comprises certain 'novelconstructions and arrangements of parts as will be hereinafter describedand claimed in the appended claims.

The invention will be best understood by referring to the annexeddrawings, in which Fig. 1 is a plan view of m improved aeroplane in thestarting or Ian ing position;

v Fig. 2 is a front view in elevation of the same;

Fig. 3 is a side view in elevation of the machine during its movement ofascent;

Fig. 4 is a similar view of the machine in horizontal flight; and

Fig. 5 is a dia rammatic side view in'elevation showing the constructionand operation of the sectional wings wit-h which the machine isprovided. i While the machine forming the object of is provided bypropellers rotating on substantiall vertical axes, and a supplementaryliftlng action is due to the air impelling against the surfaces of thewings during ascensional flight.

By utilizin vertical and orizontal propellers to produce a rapidascensional movement of the machine, I am enabled to use verticalpropellers of relatively small liftin capacity as compared with thoseordinarily used in the combined action of the machines of the helicopterty e. .One ofthe great difficulties encountere in theoperation-ofhelicopters, or other machines designed for the purpose ofvertical flight, is the necessity of providing very powerful motors andpropellers having a considerable surface. There are definiteconstructional limitations in the path of the designer which can only'besurpassed with difliculty, since increasing power capacity meansincrease in weight and this in its turn calls for a further increase 'inpower capacity. It is well known that, taki'ng'the weight of theaeroplane as a basis, a vertical propeller must exert a force more thandouble the force exerted b a. horizontal propeller in order to move thesame weight; the weight of the power plant needed therefore, is fullydouble that 'of the power. plant needed. for horizontal flight.

Another factor which usually curtails the ability of a helicoptermachine to rise in a vertical direction, is the reaction offered bysurfaces ertaining to the machine to the column of aifr forced down bythe propellers, this acting'Ias-a brake opposing the ascensionalmovement. This is, of course, due to defective design, and .in sometypes of machines, arrangements tendin to correct this condition havebeen adopte Another characteristic of the presentf invention lies in aspecial manner of wing construction at points corresponding to thesphere of action of the vertical propellers,

whereby, while the action of said propellers -is not opposed to anyextent during the surfaces to automatically occur when varia-' tions inthe conditions of the surrounding medium demand it, or when the speed ordirection of the machine are changed under the control of the pilot.

One or another of the characteristics mentioned may not be suflicient,per se, to produce a machine able to quicklv leave the ground and topossess the desired conditions of maximum stability in flight, but thecombination of all the characteristics mentioned, produces a machineossessing at one time all the advantages caimed for the helicopter typeof machine as well as the advantages of a machine of the ordinary typeand possessing other advantageous features which are not found in eithertype of machine.

The drawings illustrate an embodiment of my invention as applied to abiplane, but the same principles may be employed in connection with anaeroplane of the monoplane or triplane ty e. 11 said drawings, 10designates the selage or body of the machine which is provided with ahorizontal propeller 11 and with two vertical propellers 12, 13 whichare symmetrically arranged in relation to the longitudinal axis of themachine and relatively close to the body thereof.

The propellers are preferably so arranged that the pull of thehorizontal propeller and the lifting force due to the combined action ofthe two vertical propellers pass through the center of gravity of thestructure, except in so far as deviations from this rule may be sugested by design and constructional considerations.

The plane is provided with an upper wing structure 14 and a lower wingstructure 15, each comprising two frames 16, 17 laterally extending fromthe central structure. The inner portion 18 of each lateral frame,located directly beneath one of the vertical blind fas lion, beingcomposed of a. lurality of relatively narrow sections 19, wiich arepivotally mounted transversely of the longi: tudinal axis of themachine. Owing to this construction, when the machine is at rest,sections 19 just naturally hang down. This permits free and unhamperedpassage of the downwardly directed column of air displaced by eachvertical propeller when the machine is takin 01?. A horizontal solidwing surface under the vertical propellers ropellers, is constructedVenetian,

would have the effect of creating a counterpressure counter-acting thelifting action of the. propellers. and this would add consider ably tothe duty that the propellers would have. to perform. On the other hand,the. construction described as stated permits the free passage of theairdisplaced by the propellers and in addition to this permits said air .tostrike the ground underneath, thus creating a reaction which willactually assist the lifting action of the propellers at the start. Thisaction is also fully utilized owing to the. fact that the propellers arelaterally displaced with respect to the body of the-machine, so thatthere is no passive resistance oti'cred either by the wings or by thebody to their lifting action.

During the vertical flight of the machine. the inrushing air impelsagainst the surfaces of sections 19 in a direction from front to rearand forces said sections to remain extended in a substantiallyhorizontal direction to the, mar of their pivotal suspensions, formingwhat practically amounts to a continuous wing surface supporting itsshare of the weight of the aeroplane while in flight. ()n the otherhand, when said sections 19 are hanging down, owing to their narrowwidth, they do not oppose any material resistance to the column of airforced rearwardly by the front propeller, so thatat the start, theaction of both the horizontal and the vertical propellers utilized.

W'hen the machine is started both the horizontal propellers and thevertical propcllers are caused to rotate at the same time, so that thecombined effect of the horizontal pull and of the lifting forc thusexerted is to create upon the machine a resultant pull which isdiagonally directed upwardly and forwardly of the starting point, in thegeneral direction indicated by the arrow in Fig; 3. While the machine isthus not lifted in a vertical sense, yet, the direction of its initialtravel is sufiiciently inclined from the horizontal and the combinedforce exerted by the propellers is suflicient to cause the machine toleave the ground almost immediately after being started so thatno run oronly a very short run will necessar for the machine to leave the ground.T iis feature is of the utmost importance in permitting as it does. thetaking off of the machine from and the landing of the same on relativelyrestricted areas. Owing to the described construction of wing sections18, which makes it possible to operate the propellers with fullcilicicncy, it is possible to use motors of less power than would berequired under ordinary conditions, therefore, the weight of the machineas a whole is decreased in proportion.v Although it is possible to use asingle motor for driving all the propellers, if a separate clutch may befully for to use one motor for the horizontal propeller and anothermotor for the two vertical propellers; this iving .a greaterflexibility. and less weig 1t, and affording the possibility of savingfuel when the machine is in horizontal flight by operating thehorizontal propeller only. Furthermore, by using two motors instead ofone,'a more uni-- form distribution of weight is obtained and a lightersupporting structure may be employed. l

.The easy operation of the machine, both during the ascent and duringits normal flight is further enhanced by the novel construction of thewings and more. especiallyby the form of automatic balance controlprovided therefor. The main wing structure extends from the innerportion 18 of each frame to the tip portions or ailerons 20, 21. Said'main wing struc'ui'es desig-' nated bynumerals 22, 23, are alsocomposed of a number of sections 24, 25, 26-, pi votally mounted to theframe. transversely of the longitudinal axis of the machine, anddependin from said frame. Said sections prefera ly three, for the entiredepth of the wing are of an increasing width from front to rear, therear section 26 being wider than the intermediate section 25, which isin its turn wider than the front section 24. Said sections are connectedto each other by articulated connections Such as 27, 28, associating onesection to another and causing angular motion of all the sections aroundtheir respective pivots to take place simultaneously.

The result is 'an articulated structure which may be opened to theposition shown in Figs. 3 and 5, where the wing sections are downwardlyinclined towards therear of the machine, or closed to the position shownin Fig. 4also shown in dot-anddash lines in Fig. 5, where the varioussections are overlapping each other in a substantially horizontaldirection, forming a supporting plane of the ordinary type.

When the wing sections are in the position of Fig. 4, the ascensionalmovement of the machine may. take place with little re-' sistance on thepart of said wings; in fact, the wings are so designed that theirsections are inclined closer to the vertical than the direction of thediagonal travel of the machine, so that the inrushing air strikes thewing sections at an angle which causes the impelling force to produce anupwardly directing resultant, which ma be comparable to the liftingforce exerted y the mugs of an aeroplane of an ordinary type, due totheir incidence and which materially. assists the lifting action of thepropellers. In order to do this, it is, of course, necessary thatretaining means he provided 0 posing the rearward swinging motions of-te wing sections when this impelled by the air and this retaining forceis provided by elastic ten-.

sion members such as 29 attached at one end at 30 to the frame and atthe other end to the front section 24 at 31. Said elastic members areeach caused to pass over a forked member 32. which is pivotally mountedtransyersely ofthe frame'and which may -a's is the case in the designshown, be co-pivotal or integral with the front wing section 24. Theeffect of said forked member is to cause an elongation of the elastic.members when the wing sections are forced rearwardly to their horizontalposition shown in dot-anddash lines in Fig. 5 and therefore, the forcing back of the wing sections to this posielastic members. while theelastic members are shown attached at 31 to the front wing section 24only, it is obvious that the same may be extended also to theintermediate and rear wing sections as shown by dotand-dash lines at 33.y

Owing to the construction desoribed,-the wing sections normally tend toremain in their open position shown in Figs. 3 and 5, and will only varyslightly from said posi- ,tion results in an increased tension of thetion during the diagonal upward travel of the machine due to theresistance offered by their surfaces to the impelling air. However, assoon as the desired altitude has been reached, the vertical propellersmay be slowed down or. out off alto ether, and the machine will start totravel 1n a horizontal direction due to the action of the horizontalpropeller. The forces exerted 'by the air against the wing surfaces isnow much] stronger and will cause the said surfaces to assume thehorizontal osition shown in Fig. 4 and also shown in ot-and-dash linesin Fig. 5, where the various sections overlap one another, forming theequivalent of a continuous surface supporting the weight of theaeroplane in the ordinary manner. However, the elastlc tension membersare now sub ected to an increased tenslon and W111 act immediateltowards increasing the angle of incidence o the wing sections if, forany reason, the force exerted by the impelling air should diminish. Thismight be due to any one of a number of causes; it may be due to thedeliberate slowing down of the motor 15 the pilot for the purpose ofeffecting t e descent of the machine, or it may be due to the stallingof the motor or to diminished wind pressure, or to air pockets suddenlyencountgpedfhy the machine while in flight, or to any other cause. Whenthe causes, thus alterin the buoyancy or supporting action of t esurrounding medium cannot be foreseen, as is the case with air pocketsor mishaps to the motor, a dangerous condition is usually created wherethe pilot must act immediately in order to prevent overturning orspinning of his machine.

In the present case, the elementrof dan er one to these various sourcesis practica ly removed, because the moment the buoyancy of the air islessened the elastic tension memhers will act to counter-balance theforce exerted by the air against the wing surfaces and will therefore,instantly increase the angle of incidence of the said wing surfaces.This, in its turn, will result in an increase in the resistance offeredby said surfaces to the impclling air and therefore, an increase in thelifting force due to the vertical component of said resistance. Theinclination assumed by the wing surfaces will thus automaticallycounteract any tendency of the aeroplane to descend or to capsize.

The elastic tcnsion members are preferably made of a good grade ofrubber and may be made in the form of rubber cords having a diameter anda strength suflicient to stand the stresses imposed upon them. While thedrawings show these tension members attached only to the extreme ends ofthe wing sections, it is obvious that intermediate tension members maybe employed so that the load may be distributed more uniformly between aplurality of tension members of a relatively small diameter.

The tip portions or ailerons 20, 21, are each composed of a frame 33,34, having preferably a plurality of sections such as 35, 36, 37 whichare also firmly mounted on said frame transversely-of the longitudinalaxis of the machine as explained in connection with wing sections 24,25, 26. Sections-35, 36, 37 are also, of an increasing width from frontto rear and are connected to each other l by articulated connections inthe manner ex plained in connection with wing sections 24,

25, 26. Their frames 33, 34 may be con-' this is needed for instancewhen taking a turn, in which case the angular incidence of the inner tipis increased while the angular incidence of the outer tip is increased.But the sections themselves, 35, 36,37 are automatically controlled byelastic tension members in the same manner as explained in connectionwith sections 24, 25, 26. In aeroplanes of ordinary design, the pilotmust be very careful when taking a turn to re-balance the plane as soonas the turn has been taken.- In frequent instances, where the pilot, dueto inexperience or inadvert-ence, has failed to reset the inner tip atthe proper angle, se rious accidents have taken place, causing the deathof the pilot. This is due to the rapid spiral gliding movement of themachine which may take place causing the machine to spin and capsize.

The aeroplane forming 3 object of the present invention is controlled inthe 'ordinary manner, when sudden changes of direcan arran ement permitsof operatin tion have to be affected; but any mishap due to the failureof the pilot to properly perform the various maneuvers re uired will bepositively prevented by the sel -balancing feature described, becausethe lower resistance offered by the air against the surfaces of face andto rely entirely upon the main wing structures for the automaticbalancing of the machine.

The lower wing structure substantially corresponds in its constructionand arrangement to the upper wing structure,'although the relativedimensions and arrangement of the various wing surfaces are subject tovarious changes according to requirements.

The drawings are therefore to be considered as intended for illustrativepurposes only and not in a limiting sense.

The described pivotal arrangement of the wing sections also permits ofexerting 8. braking action impeding the horizontal progress of themachine when the drivin propeller is slowed down for the purpose 0effecting a landing; therefore, also in this case, it is possible toland with practically no 'run or with a very small run so that no largelanding field is required.

The necessity of providing as flexible a method of control of thevarious movements of the machine as possible, further emphasizes theadvantage of having separate motors for the horizontal or drivingpropeller and the vertical or lifting propellers. Su 1:h on y one set ofpropellers at one time or o operating both sets at the same time andalso permits speed variations in one of the set of propellersindependently of the other. without the necessity of using anycomplicated speed change mechanism. The advantagesof such an arrangementare obvious, for instance, when taking off, it is usually desirable torun both sets of propellers at a maximum speed; in horizontal flight itmay be desirable to cut off the landing pro ellers entirelyand to runthe driving propel er at maximum speed, or else it may be preferable incertain cases to run the lifting propellers at a low speed and thedriving propeller at a high speed. VVhenlandings are effected, on theother hand, it may be preferable to merely decrease the speed of thedriving propeller or to both decrease the speed of the driving propellerand to run the lifting proplellers at a moderate speed, or else it mig teven be desirable when the aeroplane ea ers already possesses a highhorizontal speed, to cut oil entirely the drlving propeller and to runthe lifting propellers at a high speed. In this case, the liftingpropellers will counterbalance a part of the weight of the machine whichis caused to descend in a diagonal direction owing partly to itsmomentum and partly to the balance of its weight, which is in excess ofthe lifting power of the lifting propellers. VThese various combinationswould hardly be possible if the same motor were employed to drive boththe driving and the lifting propellers.

At'various points in this specification, the term vertical propellershas been employed to indicate propellers rotating around vertical axeson a horizontal plane and the term horizontal propeller has been used toindicate a propeller rotating around a horizontal axis in a verticalplane. However, both terms are intended to be rather generic in theirmeaning because the vertical propellers which will be referred to in theclaims as lifting propellers or vertical propulsion means may 1npractice becaused to rotate on' axes somewhat inclined from the verticalif desired; and in a similar manner the horizontal propeller referred toin the claims as a driving propeller or horizontal propulsion means, maybe caused to rotate around an axis somewhat at an angle to thehorizontal. It is also obvious that more than one driving propeller andless or more than two lifting propellers may be used and that all thedrivmg propellers or all the lifting propellers may be driven by thesame orby separate motors, respectively. In view of these remarks, Ireserve myself the right to carry my invention into practice in waysdifferent rom-that shown such asmay enter, fairly, into the scope of thea pended claims.

I c aim: v s n 1. In a flying machine, the combination with a body, of asupporting wing structure therefor, said wing structure comprising aframe and a pluralty of plane sections in front to rear serialarrangement at each side of said body, pivotally mounted on said frametransversely of the longitu'dinal axis of said body, and elasticretaining members for said sections tending to maintain said sections ina downwardly directed position from their respective pivotal points ofattachment.

2. In a flying machine," the combination with a body, of a wingstructure comprising a frame and a plurality of supporting planesections in front to rear serial arrangement at each side of said body,pivotally mounted on said frame transversely of the longitudinal axisofvsaid body, said plane sections being adapted to form a continuoussuportin surface when rearwardly directed k." ieir points of pivotalattachment, in a substantially horizontal direction, and -elasticconnections, between said plane sections and said frame tending tomaintain said plane' sections in .a downwardly directed position fromtheir point of attachment.

3.- In a flying machine, the combination with a body and with a wingstructure therefor, of wing tip section s each comprising a frame havincontrollable by the operator, plane sections pivotally mounted on saidframe transversely of the longitudinal axis of said body, and

tiondownwardly directed from their points of pivotal attachment.

5. In a flying machine, the combination with a body, of a wing structurecomprising a stationary frame, wing tip sections each comprising a framemovable in relation to said stationary frame, supporting plane surfacespivotally mounted on said stationary and movable frames transversely ofthe longitudinal axis of said body and elastic connecting membersbetween said planesections and theirrelative supporting frames.

6. In a flying machine, the combination with a body, and means adaptedto generate an upward diagonally directed lifting and propelling forcetherefor, of a wing struca variable angle of incidence ture comprising astationary frame, sup orting plane surfaces, pivotally mounte on anddepending from said frame, normally disposed at a slight angle to thedirection of said force causing the air impelling against said surfacesto assist the lifting action of said force, and elastic membersconnecting said-plane surfaces to said frame.

7. In a flying machine, the combination with a body of horizontalpropulsion means, vertical propulsion means, a supporting wing structurefor said body, said structure comprising supporting plane sectionsunderneath said vertical propulsion means composed of a plurality ofrelatively narrow sections, pivotally mounted transversely of thelongitudinal axis of said body, said sections being adapted to benormally directed downwardly from their pointsof pivotal "attachment andbeing adapted to swing rearwardly of said vertical position when alongitudinal rearwardly directed air pressure is exerted against theirsurfaces and I comprising additional plane sections pivotcidence of saidlast mentioned plane section according to the reaction of the airagainst said surfaces during the travel of the machine.

8. In a flying machine, the combinationwith a body, of a drivingpropeller arran ed centrally of said body, two lifting propel ersarranged symmetrically to the central axis thereof, a supportin wingstructure for said body, comprismg pfane sections underneath saidlifting propellers, composed of a plurality of relatively narrowsections pivotally mounted transversely of the longitudinal axis of saidbody, said sections being ada ted to be normally directed downwardly romtheir points of pivotal attachment and bein adapted to swing rearwardlyof said vertica position when a longitudinal rearwardly directed airressure is exerted against their surface, an comprising additional planesections pivotally mounted transversely of the longitudinal axis of saidbody, and elastic retaining members for said last mentioned sections,tendin to maintain said sections in a downwardly directed position fromtheir respective pivotal points of attachment.

9. In a flying machine, the combination with a body, of a drivingpropeller arranged centrally of said body, two lifting propellersarranged symmetrically to the central axis thereof, a wing structurecomprisin a stationary frame, plane sections un erneatli said liftinpropellers, composed of a plurality of re atively narrow sectionsivotally mounted on said frame, transverse y of the longitudinal axis ofsaid body, said sections bein adapted to be normally directed downwar lyfrom their points of pivotal attachment, a plurality of supporting planesections pivotally mounted on said frame trans versely of thelongitudinal axis of said body, all the said mentioned plane sectionsbeing ada ted to form a continuous supporting sur ace when rearwardlydirected from their points of pivotal attachment in a substantiallyhorizontal direction, and elastic connections between said lastmentioned plane sections and said frame, tending to maintain said planesections in a downwardly directed position from their point ofattachment.

10. In a flying machine, the combination with a body, of a drivingpropeller arranged centrally of said body, two lifting propellersarranged symmetrically to the central axis thereof, a wing structure forsaid body comprising a stationary frame, plane sections underneath saidlifting propellers composed of a plurality of longitudinal narrowsections, pivotally mounted transversely of the longitudinal axis ofsaid bod said sections being adapted to be norma ly directed downwardlyfrom their points of pivotal attachment and being adapted to swingrearwardly of said vertical position when a longitudinal rearwardlydirected air pressure is exerted against their surfaces, wing tipsections each comprising a frame having a variable angle of incidence inrelation to said stationary frame, plane sections pivotally -mounted onsaid wing tip frames transversely of the longitudinal axis of said bodyand elastic connections between said wing tip frames and said planesections, tending to maintain said sections in a position downwardlydirected from their points of pivotal attachment.

11. In a-fiying machine, the combination with a body, of a drivingpropeller arranged centrally of said body, two lifting propellersarranged symmetrically to the central axis thereof, awing structureforsaid body comprisin" a stationary frame, plane sections underneath'saidlifting pro ellers, composed of a plurality of relative y nar rowsections, pivotally mounted transversely of the-longitudinal axis ofsaid body said sections being adapted to be norma rected downwardly fromtheir ints of pivotal attachment and being a apted to swing rearwardlyof said vertical position, when a longitudinal rearwardl directed air-pressure is exerted against t eir surfaces,

wing tip sections movabiy mounted on said frame, a plurality of aditionalsupportin plane sections, pivotall mounted on sai frame,transversely of t e longitudinal axis of said body, and elasticconnections between said last mentioned plane sections and said frametending to maintain said sections in a position downwardly directed fromtheir points of pivotal attachment.

12. In a flying machine, the combination with a body, of a driving proeller arranged centrally of said body, two li ting propellers arrangedsymmetrically to the central axis thereof, a wing structure for saidbody, comprising a stationar frame, wing ti sections, each comprising aframe mova le in relation to said stationary frame. supporting planesurfaces pivotally mounted on said stationary and movable frames,transversely of the longitudinal axis of said body and elasticconnecting members between said plane sections and their relativesupporting frames. f

13. In a flyin machine, the combination with a body, of a driving proeller arran ed centrally of said body, two li ting propel ers arrangedsymmetrically to the central axis thereof, a wing structure for saidbody comprising a stationary frame, lane sections underneath saidlifting propel ers, composed of a plurality of relatively narrowsections, pivotally mounted transverselyof the longitudinal axis of saidbody, said sections being adapted to be normally directed downi diwardlyfrom their points of pivotal attachment and being adapted toswingrearwardl of said vertical position, when a longitudinal rearwardlgdirected air pressure is exerted against t eir surfaces, wing tipsections movably mounted on said frame, a plurality of additionalsupporting plane sections, pivotally mounte on said frame transverselyof the longitudinal axis of said body, plane sections pivotally mountedon said movable frames transversely of the longitudinal axis of saidbody, and elastic connections between'said second and last mentionedplane sections and their relative supporting frames.

14. In a flying machine, the combination -with a body, of a supportingwing structure therefor, said wing structure comprising a frame and aplurality of plane sections in front to rear serial arrangement at eachside of said body pivotally mounted on said frame transversely of thelongitudinal axis of said body, each section having a greater width thanthe adjoining section at the a front thereof, and elastic means forretaining said sections in a'downwardly inclined position.

15. In a flying machine, the combination with a bod and means adapted toenerate an upwar diagonally directed lifting and propelling forcetherefor, of. a wing structure comprising a frame and a plurality ofplane sections in front to rear serial arrangement at each side of saidbody pivotally mounted on said frame transversely of the impellingagainst the surfaces of said sections to assist said force in liftingsaid mag chine.

AOHILLE SARTINI.

longitudial axis of said 'body, each section

